Engine of the expansion-reaction type



April 25, 1961 l.. w; BEAVEN 2,981,064

ENGINE OF' THE EXPANSION-REACTION TYPE March 11, 3 Sheet$ sheet 1 y TOQI/E POWER Max/nm wuz/v x rHf/v y @h q -h 0 s 5-- 1 f 2z-2 3 4 20.. 5 .a L e is@ V. zo7/ 5cl@ x a 45.0 y 9 39.6 /0 0.o

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ENGINE oE THE EXPANSION-REACTION TYPE Filed March 11, 1957 3 Sheets-Sheet 2 Af A A' l \.5 46 /0 April 25, 1961 L. w. BEAVEN 2,981,064

ENGINE OF THE EXPANSION-REACTION- TYPE Filed March 11. 1957 s sheets-sheet s /NYENTOH @Qa/@Wm www United States Patent O This invention relates in general to the art of heat engines of the expansion-reaction type, and-more speciiically to a method of annihilating the velocity losses in the exhaust of the motivating fluids of heat engines of the expansion-reaction type.

Another object of this invention is to establish a better understanding of the fundamentals involved in engine design as an aid in the cost and the quality of manufacture and as a guide in the design of new sizes.

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der type. These have maximum velocity losses. An improvement to :a certain extent was made in the engine disclosed in my earlier Patent 2,512,909, with rotary cylinders. All types of engines have velocity variations that are not necessarily losses, for example, those Where pressures vary' with time vand with valve openings. However, I am now considering those that are preventable, due to static or relatively static cylinders. These can be annihilated, or made to approach zero My improved method is herein illustrated with the rotary radial piston engine, a type famously obsolete but which as now perfected by me can save the half of the fuel value currently lost by static reciprocators. The latter is the type in which the crankpin rotates and causes the pistons to reciprocate. The crankshaft is the rotor. In the rotary, or spinner, the reverse obtains. The cylinders Vspin on the mains while the pistons spin on the stationary crankpin and therefore the pistons do not reciprocate in space. But -the arrangement does preserve the usual relative linear relationship between the cylinder and piston, viz. the reciprocation of the piston within the cylinder, common to the well known expan- The fluid may be compressed ai-r, steam, the gases of internal combustion engines, or any other fluid, whose lworking pressure at ventry exceeds the pressure against engines are customarily rated to deliver theirspeciiied horsepower, hereinafter referred to as design throttle rating.

It Will however be shown that the annihilation of these losses will not be limited to the period of operation at the design throttle rating but it is the period at which I will specifically direct the definition of my method, because it is the most important period. The design throttle rate of an engine should be the median that divides its maximum power between task and reserve, task being its most typical work load, like the crusing rate in flying or motoring, for example. It is at that rating, the approximate maximum for the design throttle setting, that I will define my method for annihilating velocity losses in the exhaust since that is where I can achieve maximum economy. Reserve is the overage ofpower, above that required for the typical work load, which affords the operator the power needed for overloads, as in quick get-away, or climb, ias in automobiles, planes or otherwise. Most operators like a goodlyreserve'of power but all cannot afford it since it requires a larger size of engine, which takes more fuel. In either case, the design throttle setting is an intermediate one, at which the manufacturer rates the power of the engine, as design throttle rating. This is convenient, since it is usually known what power rating is required for the most typical work load, like crusing in cars or planes, much like the present practice where one operator now buys a six and another an eight cylinder car. The design throttle rate (or rating) of this engine is the rate at which it can do work `at the design throttle position. Rate always implies a fraction. The numerator is work, in foot pounds, the denominatoris time. The fraction denies horsepower when time is in seconds and we divide the fractions value by 550, or in minutes if we divide said value by 3,300 foot pounds.

Because the exhausting velocity of the outgoing gases at the defined condition is in fact almost constant, rather than absolutely so, the term annihilation herein is intended to mean substantially complete annihilation of the losses involved.

lPresent piston engines are typically of the static cylinsion function of piston engines,

l Fig. l is a graph of the curve of power values under increasing loads and at design throttle rate, whose readings are the scalar heights of the ordinates, including a table of some of the values which were mathematically calculated by methods employing Fig. 2 and the said graph was plotted from the tabulated values.

Fig. 2 is a graphic study of rectangular areas which represent power, later discussed.

Fig. 3 is a transverse section taken thru the mid-line plane of a five cylinder row of a subject engine, as indicated by section line 3-3 in Fig. 4, cutting thru the crankpin to show the exhaust system and to make the principle of operation apparent to the eye.

Fig. 4 is a broken end-view of the annular reaction bonnet taken as indicated by section lines 4--4 in Fig. 3, in which the top side of the exhaust valve rotor is seen in part Fig. 5 showsV a longitudinal view of the air intake passageway, with a throttle suitable for an engine employing the instant method described, said throttle being positioned at design throttle setting, to pass roughly seventenths the volume of air which would pass at full throttle position. The view is taken as indicated by` section 5 5 in Fig. 3 and at the far end of the crankshaft 10, where it is hollow for air intake into the orankcase.

Fig. 6 is like Fig. 5 except that the thottle position shown is that of full throttle setting. The view is taken as indicated by 6-6 in Fig. 3 and is the same view taken in 5 5.

More or less typical piston, crank and pitman means,

implement the expansion function and the jetting of the exhaust in tthe manner shown and stated, implements the reaction function.

A reciprocating engine is a single function engine. The function is expansion.

A jet reaction engine is a single function engine. The function is reaction.

Both of these have high velocity losses in the exhaust gases.

The disclosed engine is a two function engine. It employs both expansion and reaction. It probably should be known as an expansion-reaction engine. But it is not sufficient that the engine merely possess the two facilities. It has been found that these two must be harnessed together in a very denite and precise way and that is the subject of this improvement.

Another engine which is designed to operate according to my method is disclosed in my copending application, Serial No. 645,224, filed March l1, 1957, to which reference may be had. Such an engine is a two function engine, employing both expansion and reaction.

Those versed in the art know that current typical engines waste approximately half of the fuel money out the exhaust pipe and that these current engines have an eiliciency of approximately one-fourth.

Even those not versed in the art, however, can sense there is power in the exhaust gases, which might possibly be harnessed.

There is power in the exhaust gases, twice as much as we now convert. By my method this power can be harnessed.

When the exhaust gases are tired from static cylinders, they have velocity, and therefore, kinetic energy. This energy has been long since defined as the work a body can do in giving up all its velocity. The bodies herein are the minute entities of the exhaust, and are in effect projectiles.

The rigorous mathematical proof of the work they' can do in giving up all their velocity, is as follows:

Force F equals mass M times acceleration a and mass equals weight in pounds W divided by the acceleration due to gravity g which on earth equals 32.16 feet per second. v equals velocity in feet per second and t is time taken in seconds for the distance considered Therefore F equals W/ g dv/ dt.

w equals work, equals force in pounds times distance s in feet thru which the force acts, therefore w equals Fs and dw equals Fds and ds equals vdt. Substituting: dw equals W/gXdv/dtxvdt. The drs cancel out, leaving: WXV/gxdv.

Therefore, w equals the integral of Wv/gdv, equals Wvz/Zg, equals Wv2/ 64.32, equals the work in foot pounds the gases can do in giving up all their velocity.

The limits of integration may be from one velocity to another, as v2 to v1, or to rest, where v0 equals zero velocity, the case where the gases have given up all their velocity.

For maximum eiiiciency the gases should never be tired from static cylinders, as they persistently are.

If these gases are tired from cylinders obliged to recoil, by virtue of piston means, rotating away from the jetting gases (pin-wheel style), the amount recovered will depend on the velocity aborted by the retreating exhaust orice and may vary from next to nothing, to nearly all.

Power is of course consumed to spin the gases along with the cylinders but the power is returned (less friction) if the gases are released velocity free. The operation of rst accelerating and last, aborting the acceleration, is a means of increasing the intake flow of combustible mixture and the number of power impulses, causing higher r.p.m.s, more torque and therefore more power.

Plow friction is common to 4all engines. creases with velocity but the velocity is reducible if the path cross section area can be proportionally enlarged and in this case it can. as will be seen.

The crank and piston means referred to in my aforesaid copending application Serial No. 645,224 constitute a typical expansion means for recovering power in internal combustion engines, from hot gases. Some of this power is used to rotate the cylinder-crankcase assembly, as the ily-wheel. as a means of charging, cooling and scavenging the cylinders and as a means of jet reaction power. Situated in the outer end of the cylinder are the exhaust orifice means from which the burned gases escape. They are so constructed as to turn the gases rearward, so as to rotation, in the plane of revolution and tangential, as nearly as possible to the circle of discharge.

It will be seen that the gases are then being fired from a forcedly retreated tiring-stage, basically the confining walls of the iiring chamber: but functionally, the plane of the cross section at the mouth of each exhaust orifice Its rate infor that is where the pressure changes. If this plane is caused to retreat from the jetted gases, at their jet velocity while ,the engine is laboring at such load and velocity as will develop its maximum power output for its rated throttle position, then the exhaust gases will have surrendered all their velocity. The reaction function will then have converted all the velocity energy to work.

There is then no exhaustl velocity loss. There is no pushing out sidewise of the gases like we see with jet engines at take-off for they do not push. They cannot push for they would then be under compression and we would have the hydrostatic paradox to deal with, wherein the unit pressure thru the exhaust orifice would be exerted upon each square inch of piston head and acting in opposition to the piston advancing to push them out.

The conversion takes place at the mouth of the oriiice, across the plane of the pressure drop because there is pressure within the oriiice and a partial vacuum immediately outside it. This arrangement implements a number of functions, one of which was known as condensing, in steam engine practice. The term however is inappropriate for engines employing fluids which do not condense in the temperature range of such use.

In Fig. 3, the near-side end of the crankshaft 10 which is necessarily hollow for the entrance of intake air for combustion, is not seen, having been cut away, and with reference to the crankpin 11, the piston 13b is at top dead center in cylinder 12 where it is often the custom in four-cycle engines to have the intake valve 13 open 40 degrees before and the exhaust valve 14 close 26 degrees after, top dead center.

This is the only region where both valves are actually open at the same time. The valve-port openings 13a, for the intake in the piston 13b, and 14a, for the exhaust in the cylinder end, have been exaggerated to full open and lines behind the section across these openings have been omitted to make them more easily discernable to the eye.

The cylinders are carried by the crankcase 15, which is typically journaled for rotation on the crankshaft main bearings 16. The pistons are typically connected to the crankpin by pitmen 17. The intake valve 13. comprises a stator 13b which in the drawing is the piston itself and a rotor 13C. Likewise, the exhaust valve 14, comprises a stator 14b attached to the cylinder outer end and has a rotor 14C.

All intake ports 13a register simultaneously at full open and all exhaust ports 14a, do likewise, each set at its separate appointed time, the respective rotors being driven by a common valve driver shaft 18, axial to the respective cylinders thereof. Therefore all of the ports in both of the valves are actually partly open, rather than full `open at the position shown, the intake having started to open and the exhaust nearly finished closing. With nine ports, as shown, there are nine positions of registration, two turns of engine for each registration, in four-cycle operation.

A full description of the valves and their operation will be found in Patent 2,795,216, issued to me lune ll, 1957.

The stationary worm plate 19, attached to the static crankshaft, the plate being concentric with the engine axis, drives thevalve shaft gear 18a and the latter drives the valve driver shaft 18 which in turn rotates the two valve rotors 13e and 14e, the intake rotor being slidable thereon and carried by the piston 13b as its stator, as it slides reciprocably in the cylinder. The exhaust valve rotor 14C is fixed to the valve shaft end. Roller bearings preferably. take the thrust forces on the valve rotors.

The bore and stroke shown, are approximately to scale for a K value of 3, which is explained later.

Coolant air i'low is axial to the engine so as not to effect the cancellation of the velocity losses of the exhaust gases. The coolant fan blades 20 and the concentric cylindrical shroud 21 are shown in part,

It is in the exhaust reaction bonnet 22, that the gases are turned from a radial to a tangential path and the equal reaction forces act spinwise to increase the engines angular velocity and/or torque.

The outlet oriiice therefrom, 22a, is seen iny Fig. v3 and partly in Fig. 4. The flow path in the exhaust bonnet should preferably be a smooth conversion from inlet to outlet areas as is the general custom.

The far end of the crankshaft shown 10, in Fig. 3, is hollow to form an intake opening c, thus communicating the interior of the crankcase to atmosphere, for intake of fresh air for the combustion. The flow of said air is controlled by a throttle 24, to control the power of the engine, said throttle comprising a stem 24a, a throttle plate 24h, a throttlel lever 24C and of course the end of the crankshaft which embodies the passageway from the atmosphere to the interior of the crankcase.

If a conventional internal combustion reciprocator is run unloaded at rated throttle setting it will reach a peak speed, at which its power to exert external torque becomes zero because its speed would then be reduced by imposition of even the minutest external load. At thev maximum speed, the time for the charging function is minimum. The ambient air pressure, no matter what it is, is constant for the case so the least air can enter the cylinder with no load and more with more load. However as the speed is reduced with increasing load, the number of power impulses is reduced and in spite of the improved charging, the end is zero power at stalling load.

A graph of the useful power developed at rated throttle setting, Fig. 1, illustrates that power would move up from zero as loading starts and down to zero as Velocity ends from overload stall. Where the upward curve turns horizontal and then starts downward, is the region of maximum power, the highest point on the curve being the maximum itself.

Power in a turning member comprises torque times velocity. If either factor is zero, the product is zero. The starting end has maximum velocity and zero torque, the stalling end, maximum torque and zero velocity. Both ends have `zero power because zero multiplied by any number gives Zero.

If carefully drawn this graph may be used to find quite accurately `the area of the rectangle representing the product of torque by velocity, by simply measuringthe height of the ordinate at any selected torque or X value. A number of vthese combinations have been tabulated in Fi 1.

his condition lof maximum power at the rated throttle setting is also the condition of yrated maximum Vflow of the combustible gases into the ring chambers of the engine and likewise the condition of rated maximum cornbustion. As has been shown, the number of power impulses at this point is less than at top speed and the degrec of charging is less than at top loading but the product of the .two is maximum for that engine at rated throttle.

To what height does the power curve go and at what loading does it begin to turn downward. See Fig. 2.

The diagonal 2r is the diameter of the circle which is the locus of all corners of a system of inscribed rectangles whose sides are torque, and velocity, as shown; and the area of each is their product which represents power. The area is a variable for as torque approaches 2r, velocity and area approach zero and as Velocity approaches 2r, torque and area approach zero -which checks with the graph and chart in Fig. 1.

There is of course a limitation to the theoretical power obtainable from the expansion function with a given bore and stroke (displacement), and with typical fuel and air mixture and compression ratio, at design throttle rate. It appears that 2r defines this for a typical cylinder of a typical reciprocating engine. What is this relationship? Pythagoras would say:

(2r) squared equals torque squared plus velocity squared, because 2r is the hypotenuse of a right triangle. Now if we assign a value to r, say 5 units, then we can proceed to solve for the maximum height of the power curve in Fig. 1 as follows:

(2r) 2= 100 square units area=A :torque times velocity=power A :Xy and y=\/-X2=torque X :7.071 units of torque -y=7.071 units of velocity Xy=50. 't

This means that no matter whether the engine is a simple reciprocator, Fig. 1, an expansion-reaction centrifugal supercharging spinner, or a linear rammer (the turboprop) Fig. 2, the maximum combustion flow'comes not from extremes of speed or loading but from the intermediate mean of each wherein x or y equals the'square root of half the area developed by the maximum product of speed and loading, which product has been shown to be a square. This can be written x or y equals .70711 times the square root of A.

The maximum rectangle that can be inscribed in a circle is a square. The two sides, torque and velocity are therefore equal. Each is the square root of half the area and each makes the same contribution to design maximum power.

The said power maximum however is the design maximum for that engine. It is not the maximum for that engines displacement at design throttle. It is the maximum of the expansion function only for it is a reciprocator vand makes no use of the velocity energy of the exhaust gases.

One puzzle remains. Torque is a product and velocity 1s a quotient. We know only that they are numerically equal. But they contain dissimilar elements. Torque 1s force by distance. Velocity is time intoidistance. To be able to draw these values to scale or read them by scaling, it is necessary to understand and to measure their elements to a common scale. We are studying only design maximum power.

where velocity v in feet per minute equals the distance L traversed, in feet, divided by the time t taken in minutes.

But

: 21rTN where N equals the number of revolutions of the brakedrum during the time t of the power test.

, 7 Now torque equals velocity. Therefore and rF= 21rrn, where equals r.p.m.s.

These are the two sides of the square. The equations read: Torque, in foot pounds, is numerically equal to velocity in brake rim feet per minute, or to 21rr r.p.m.s, which reads 21rr revolutions per minute.

Also

The numerical ratio of force to r.p.m.s is two pi, approximately 6.2832.

If we repeat this experiment, using the herein rotary or spinner type, of the same displacement, bore and stroke, we then have the opportunity to add jet reaction power to the prior results. But since reciprocators are usually built square or nearly so (stroke and bore equal), we would probably find velocity in the exhaust gases when the spinner is duplicating the power performance of the said reciprocator.

To remedy this we must cause the exhaust orifice to retreat faster. Shortening the stroke will increase the angular velocity (r.p.m.s) and to hold the displacement constant, we must then increase the bore. A third requirement is that the ow path must be widened so that the unit flow friction at the higher engine speed, will not be increased. Happily, the increase bore provides the needed space to do this since the piston, the valves and the number and size of the ports can also be increased, and this third factor can therefore be dismissed as a purely mechanical detail, leaving only the problem of stroke and bore which are scientific details.

A secondary expansion takes place behind the retreating exhaust orifice. Whereas, in the static cylinder engine, the gases are discharged as a slug, in a rotary cylinder engine they are released in an arc, sometimes twelve or thirteen feet long. When the gas and the orifice velocities are equal but opposite, the gases are simply attenuating into the wake behind the orilice in a secondary expansion.

In a square engine, the displacement V is the volume of a cylinder in which the stroke (s sub 1) equals the bore (b sub l) and:

Therefore s1 equals the cube root of 4V over vr, equals the cube root of 1.2732V equals 1.0838 times the cube root of V equals b1 which means that the stroke and the bore of a square engine are approximately 1.0838 times the cube root of the displacement.

I will find a new stroke s2, by dividing s1 by a value K. I must then multiply the old bore b1 by the square root of K to preserve the volume unchanged, because bore is twice a factor in the area of a piston head.

If (for example only) K is taken as 4, the new stroke would be one fourth of the old and the new bore would be twice the old. The displacement would be unchanged. The ratio of bore to stroke would have been changed from one over one to eight over one, algebraically the square root of the cube of K.

The piston would exert four times its former pressure but would have only one fourth the crank leverage so the torque would be unchanged. The K value could conceivably be less than four. Four was used to simplify the illustration.

8 The engine industry has never employed the non square (oblong) ratio of bore to stroke as a function for the annihilation of the velocity losses in the exhaust gases prior to my efforts in that direction, and I have found that this ratio is a precise entity, shown as follows:

We have that in a square engine.

Then

rThis equation means that the bore to stroke ratio for this improved engine is equal to, K with an exponent of 3 over 2. If we call this bore to stroke ratio m for convenience, we find by algebra that K with an unnoted exponent of l, equals the cube root of "m squared, and m" equals the square root of K cubed. Also with the unnoted exponent l, equals the ratio of the stroke of a square engine, to the stroke of this improved engine, when both have the same displacement.

If we decide on a value for the displacement V along with a value for either K or "m, we then have fixed the dimensions for the bore and the stroke. Both bases are useful in determining ratios of bore to stroke for test engines.

Since we divide the stroke s1 of a reciprocator, by K to get the new stroke, s2, of the rotary, that will speed up the exhaust orifice to exhaust gas velocity, it is obvious that the divisor K compensates for the features of Kale K3 flow resistance in the ow path of the gases thru the engine and also for the radius of gyration of the exhaust area. There is no way to calculate these features. The critical value of K must be determined empirically, to compensate. The numerator of the fractional exponent 3 over 2, compensates for volume of the displacement in the cylinder, and the denominator 2 for the area of the piston head as it divides the pressure on retreating. A sample of the stepwise charts of K and m values, will aid the understanding:

Equation, m equals K3/2 Equation, K equals 'm2/3 when K equals then m equals when 1n equals then K equals We have now examined the probabilities with a spinner having a K value of one, for a square engine has a K Value of one, and we surmise that the exhaust gases probably would not, in that circumstance, give up all their velocity. This however is simply Va question of facts, principally the cross section area of the Ilow path of the gases, the velocity 0f the exhaust orifice and, the compression ratio.

Now, if we take a spinner of the same displacement but with a random K value, greater than one, and we set it up on a test stand for a brake test and let it run at design throttle, then adjust the brake load until we get the same r.p.m.s that we had with the reciprocator, we would get more power from the expansion function than before because of better charging due to centrifugalized flow and we would have less velocity in the exhaust. Then, if we reduce the loading until the retreating velocity off the exhaust orifice is equal to the jetting velocity of the exhaust gases, we would get an entirely different set of readings and some new elements to analyze 'and understand.

If we refer again to Fig. 2, we can recall that the submaximum rectangles define the off peak performance which can be maximum at design throttle only when the factors, torque and velocity have equal influence. But.

there are other differences.

The spinner has a radial flow path, the ow being assisted by centrifugal force, whose rate increases with the r.p.m.s. This engine is self supercharging. Its inspirations will be greater than those of'the reciprocator, notwithstanding their displacements are the same. Therefore, not only the area but also the diagonal 2r will vary. The diagonal will vary increasingly with the angular velocity. We would get a system of rectangles for olf-peak performance and one square for maximum as before. Each rectangle wouldbe subtended by the new diagonal 2r, which however would always be longer than in the case of the reciprocator because the centrifugal force would always be greater than zero, so therefore the `area (power), of each of the rectangles, including the one that is square, would always be greater than the corresponding ones of the reciprocator test.

But still the wrong K value would cause incorrect sharing of the work load between the expansion function and the reaction function -because the reaction function would not be doing its best until the exhaust gases are giving up all their velocity.

But we must begin with a random K value because no accurate calculation can be made as there is no reliable way but by test to evaluate before construction, the flow resistance of start and stop of the gas flow into and out of the tiring chamber and around curves and turbulences. i

Therefore many K values must be tested, preferably in uniform ascending steps, each engine being read for torque in foot pounds and velocity in brake rim feet per minute, at the instant that the exhaust gas ambient velocity registers zero at escape from the orifice and the power product, in foot pounds per minute, together with its components torque and velocity must be tabulated to the corresponding ascending K values. This table, if it begins with a K value of one, would be showing results of a square engine testing and for most applications that would be the minimum. They would then ascend in uniform steps, their height and number depending'on the accuracy to be achieved and permissible expenditure of money.

When the test results are tabulated, the table will show in its vearly part, power improvement'as the loading is progressively increased but with diminishing improvement between the steps, until a point of no improvement is reached, followed by power diminution in ever widening degree as the maximum is passed. This point where power rise changes to fall is'known mathematically when the values are graphed, as the point of inflection. It marks the apex of the curve of Design Throttle Power. We cannot hit it exactly because its range on the graph is substantially zero. lt is an instantaneous value so precisely finite as to be exactly unattainable. This table, if plotted, would show smooth curves and consistency when correct and would indicate errors by abrupt and irregular changes.' But most important, it would show the K value that brings out the maximum of power, the largest product in velocity-pounds, the point of concurrence of maximum expansion and maximum reaction power, at the rated throttle position. Rated maximum comes with maximum ilow plus exhaust stasis, the square rectangle'where 2r is maximum because of centrifugalized feed and not too heavy loading.

If the stroke is too long, the number of impulses is low, the charging density is good but the exhaust is under-attenuating. The performance does not give the peak of Fig. ll or the square of Fig. 2.

If the stroke is too short, the number of impulses '1s high but the charging density is low and the exhaust is over-attenuating. The performance does not give the peak of Fig. 1 or the square of Fig. 2.

There is only one stroke length for Design Throttle .by a wide margin. The fuel efficiency would be closer to 75% than to the usual 25%, of current engines. We cannot establish a tolerance to and from this point of inflection because it is the point of last discoverability. But we can make a progressive approach by keeping cumulative classified records of apex values achieved` We can accept as progress, all improvements on past performances and We can establish a minus tolerance therefrom and thus, as the skill advances, the standards will progressively rise and the said point of inflection will be gradually approached.

This astonishing result is not the product of certain mechanical means nearly as much as it is of their correct use. That arises out of a full understanding of the science involved. It is a step further than I have gone before in previous applications. It enables me to point to the past history of the art and to say with conviction that engines are inefficient from the very beginning which iire exhaust gases from static cylinders. When the cylinders are static, the gases have full velocity. They must be caused to recoil at gas velocity, to abort the velocity losses. The retreating orice is the key to tremendous savings. But the expression while the engine is laboring at such load and velocity as will develop its maximum power output for its rated throttle setting, 1s of the essence hereof. Y

If the condition of exhaust stasis were arrived at, with no loading, then we would have velocity losses at all loadings because of wrong K value. Likewise, at -full throttle would be wrong for an engine runs few hours at yfull throttle. For economy, the engine should be matched to the maximum H.P. hours demand rate, as

exemplified by its typical task cycle.

The calculations oifered here are purely to make the recitation more easily understood. Technical omissions for the sake of brevity will have no effect on the actual solution of values because they can be verified empirically. Once the correct stroke and bore have been applied by my method the engine will possess a marvelous property because at rated throttle setting for the rated load, half rated throttle setting, for half the rated load,

-or one nth rated throttle setting for one nth the rated load, the gases will be substantially velocity free at release. 'Ihe gas velocity and the engine velocity are substantially parallel for proportional loads, since both are governed by the same gas pressures. Proportionally loaded, as most of us are accustomed to operate engines, this engine will develop superior performance for any throttle position and at rated load and throttle, will develop rated maximum for its displacement because when the loading achieves exhaust gas stasis, it also produces rated maximum flow. The operator can find the ideal loading by sound effect of the engine. The exhaust noise is at minimum when the gases are released velocity free.

We are all aware of the need to shift gears for the best operating ratios for the different torque loads and this is the responsibility of the operator with all engines. The best condition is of course maximum power for that throttle position and it assumes a new importance in the matter at hand, this patent application, because that is the condition at which the exhaust gases give up all their velocity and convert their kinetic energy to work. This cannot be done with static cylinders nor with random loads and velocities. It Vcannot be done even if all the herein lmechanism is provided, unless the right K value has been built into the engine.

When the exhaust valve opens, the burned gases move thru the ports and flow toward the orifice, picking up velocity as the short path narrows. The pressure energy is converting yto velocity energy and the piston moves up to continue the scavenge. Then the path turns from radial to tangential and it is at this turn that the reaction of :the force of the issuing jet fulcrums, to add reaction power to the piston power.

The jet meanwhile, having the same `velocity in one direction as the orifice has in the opposite, leaves the escaped gases velocity free. The gases come to a stop at the orifice and the orifice runs off of them. The exhaust loss common to current engines is annihilated. What is achieved is not the sum of reciprocator expansion power and spinner reaction power. It is the sum of spinner expansion power and spinner reaction power. lt comes from simultaneous maximum fiow and exhaust stasis at design throttle rate, plus centrifugalized charggIf the flow path is always made maximum so as to get minimum fiow friction, this feature can then be dismissed as a limiting factor in my method because the available space for flow path varies in harmony with the K value.

The radius of gyration of the exhaust orifice is a factor but it can be kept harmonious with the K value and can likewise be dismissed.

Valve cycle timing and ignition methods and timing are not part of my method. I am therefore entitled to employ the best means available, whatever it may be.

The compression ratio is limited by the type of fuel the engine is designed to use. It effects the working pressures and therefore the jetting velocities. This necessitates different K values for different fuel groups. In present engines, the compression ratios also have to be suited to the type of fuel the engine is to use.

When the foregoing factors are not adversely manipulated, the K value is the sole key to the maximum power for a given displacement, and throttle rate with a given fuel, in the subject engine.

If the gases are to be conducted away after having been deposited back into space, velocity free, some power would be required to move them. In the case at hand, the force employed is the velocity of the moving vehicle, plus the influence of the fan, if any, and this acts normal to the plane of revolution of the engine, so has no effect whatsover on the relative stasis of the escapingv exhaust gases. Whether or not this movement is a free means in one case or another, is not important. The important object is reducing the tangential gas velocity to zero, plus or minus an insignificanttolerance. The power loss for moving the gas is unrelated and by itself is insignificant. It should not be confused with heat loss in the exhaust, evidenced by temperature, pressure and velocity.

In the instant case the work of re-accelerating the stopped gases does not fail on the coolant fan and engine but on the kinetic energy of the moving vehicle. That energy did of course come from the engine in the first place but as a universal cost of travel. It was neither a cooling cost nor an exhaust loss. It furnished vehicle velocity. But the wind resistance is reduced, not increased by thru-passing some of the air as coolant, so the work of re-accelerating the stopped gases is free. The fan is provided to insure a minimum coolant Velocity when the vehicle is not moving or when moving too slow for cooling requirements and for low performance can sometimes be omitted entirely. As the vehicle accelerates the influence of the fan drops to zero. The air is static and the vehicle runs past it.

I claim:

1. In a heat engine of the expansion-reaction type employing an elastic motivating fluid, said engine cornprising a cylinder and a piston forming an expansion chamber, a crank-throw and connecting-rod means interconnecting said piston and crank-throw, and wherein said cylinder is power-rotated about said crank-throw, said cylinder having an exhaust orifice for the escape of the exhaust gases therefrom, after a primary expansion phase therein, said orifice being directed to discharge said gases contraspinwise, in relation to the rotation of said orifice, in a secondary expansion phase to add boosting reaction power to the power rotation of said cylinder, valve means for periodically opening and closing said expansion chamber, a throttle for said engine, a design throttle setting of said throttle, said setting establishing roughly seven-tenths of full throttle opening, said cylinder being provided with a bore and said piston with a stroke, such as to handle, at said design throttle setting, its most efiicient work load, known as design throttle rating of power, said engine being so proportioned as to bore to stroke ratio, that a condition of exhaust stasis of said gases prevails at said exhaust orifice, while said engine thus loaded and thus throttled, is maintained in established operation.

2. In a heat engine of the expansion-reaction type employing an elastic motivating fluid, said engine cornprising a cylinder and a piston forming an expansion chamber, a crank-throw and connecting-rod means interconnecting said piston and crank-throw, and wherein said cylinder is power-rotated about said crank-throw, said cylinder having an exhaust orifice for the escape of the exhaust gases therefrom, after a primary expansion phase therein, said orifice being directed to discharge said gases contraspinwise, in relation to the rotation of said orifice, in a secondary expansion phase to add boosting reaction power to the expansion-power of said cylinder, valve means for periodically opening and closing said expansion chamber, a throttle for said engine, a design throttle setting of said throttle, said discharge of said gases through said orifice creating a condition of exhaust gas stasis at said orifice at said design throttle setting, while said engine is operating at its most efficient work load, said load being known as design throttle rating of power.

3. In a heat engine of the expansion-reaction type employing an elastic motivating fluid, said engine comprising a cylinder and a piston forming an expansion chamber, a crank-throw and means interconnecting said piston and crank-throw, and wherein said cylinder is power-rotated about said crank-throw, said cylinder having an exhaust orifice for the escape of the exhaust gases therefrom, after a primary expansion phase therein, said orifice being directed to discharge said gases contra-spinwise in relation to the rotation of said orifice, in a secondary expansion phase to add boosting reaction power to the expansion power of said cylinder, valve means for periodically opening and closing said expansion chamber, a throttle for said engine, a design throttle setting of said throttle at which said engine handles its most efficient work load, known as its design throttle rating of power, simultaneously preserving, within reasonable tolerances, by the necessary bore to stroke ratio, a condition of exhaust gas stasis at said orifice, with a minimum of displacement provided by the essential bore and stroke dimensions.

References Cited in the file of this patent UNITED STATES PATENTS 2,491,693 Siversten Dec. 20, 1949 2,512,909 Beaven June 27, 1950 2,718,752 Rohrbach Sept. 27, 1955 OTHER REFERENCES The Rocket Powerplant, by M. J. Zucrow, S.A.E. Journal, July 1946, vol. 54, No. 7 (pp. 375-388).

` lUNITED STATES PATENT OFFICE CERTIFICATE 0F. CORRECTION Patent No. 2,981,064 April 25Y 1961 l Leslie W, Beaven l It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected'below.

Column 6, lines, 11 andeiz, for 'f 10o-X2", each occurrence, read OO-X Signed and sealed this 7th day of November 1961I (SEAL) Attest:

ERNEST WSWIDER DAVID L. LADD Attesting Officer Commissioner of Patents uscoMM-Dc 

